Rail lubricator



Nov. 1, 1949. A. F. HUBER E'Tm.

RAIL LUBRIGATOR 4 Sheets-Sheet 1 Filed June 19, 1945 lud N y: s NS Q E@E P T: w n ,F osi; l. H www N @s No@ o o e @W2 mmm M El. mS/ E FR T Z..0% o Nm A m w. A. w ,m2\\ NS i@ W f 2 y f h e m H z N. m Q. Q2 o: k2 w mG l ml mq Nm wwf 2 MN. I.. mN. Q m E LV L17 P l' L I ll m nwJ\ m NWNNov. l, 1949. A. F. HUBER Erm. 2,486,600

RAIL LUBRICATOR Filed June 19, 1945 4 Sheets-Sheet 2 A TTOQNYS Nov. l,1949.

A. F. HUBER El AL RAIL LUBRICATOR 4 Sheets-Sheet 3 Filed June 19, 1945INVENTORS ALBERT F. HUBER BY OSCAR F. MAGNUS CIMmLApgwnMACW 4 TTOQNEYSNuvf l, 1949. A, F, HUBER E1- AL 2,486,600

RAIL LUBRICATOR Filed June 19, 1 945 4 Sheets-Sheet 4 fg-W////////////////////////////// A TTOIQNEYS Patentrfl Nov. 1, 1949 RAILLUBRICATOR 4 Albert F. Huber and Oscar F.

Magnus, Chicago,

Ill., assignors to American Brake Shoe Company, New ware York, N. Y., acorporation of Dela- Application AJune 19, 1945, Serial No. 600,326

9 Claims. (Cl. 184-3) The invention relates to railroad track equipmentand more particularly to the lubrication of rails and the flanges of carwheels.

Although rail lubricators have gone into extensive commercial use, thereare certain diiculties which have not been completely overcome. A commontype of rail lubricator is operated by a. wheel-'contacting memberdepressed by the treads of car wheels passing over the running rail. Tominimize the effects of inertia and lost motion intensified by highspeeds of modern trains, it is necessary to keep both the mass andamplitude of reciprocation of the wheel-contactlng member and connectedreciprocating parts down to small values. Different conditions of wheelwear cause further problems. The false flanges of badly worn wheelsdepress the Wheelcontacting member to a greater extent thancomparatively new wheels which have little or no false flanges.Additional problems are created by the desire to start the greasefeeding promptly upon first contact of the iirstlwheel with thewheelcontacting member and to stop the fiow promptly after contact bythe last wheel of the train.

The present invention seeks to solve or to minimize these and otherproblems in a simple and convenient manner. In its preferred form, alubricator according to the invention comprises a housing mounted on arunning rail slidably supporting a plunger having a spring urging itupwardly. Suitable abutments are arranged on the plunger and on thecasing which may have a shim disposed therebetween to control theuppermost position of the plunger. Journaled in the plunger casing is adrive shaft having two overrunning friction clutches associatedtherewith, one being a drive clutch and the other a check clutch. Thedrive clutch includes an outer race having an arm which has a rollercooperating with a cam surface on the plunger. This cam surface is soshaped as to cause movement of the drive arm only by movement of theplunger through a given distance, after which additional movement of theplunger causes no further move-` ment of the drive arm. i

The invention in its preferred form further comprises a reservoirmounted alongside of the .'ackand having pumping apparatus therein. Asuitable fiexibl-e shaft connects the drive shaft of the plungermechanism with the pump oper-` ating mechanism, the arrangement beingsuch that the reciprocating parts are located entirely on the rail andthatv the flexible shaft and all pump driving apparatus driven therebymoves uni-directionally, thereby minimizing the evil effects of lostmotion.

The invention also consists in certain new and original features ofconstruction and combinations of parts hereinafter set forth andclaimed.

Although the novel features which are believed to be characteristic ofthis invention will be particularly pointed out in the claims appendedhereto, the invention itself, as to its objects and advantages, and themanner in which it may be carried out, may be better understood byreferring to the following description taken in connection with theaccompanying drawings forming a part hereof, in which:

Fig. 1 is a fragmentary plan view illustrating the lubricator of theinvention applied to a running rail;

Fig- 2 is an elevational section on the line 2-2 of Fig. 1;

Fig. 3 is a section through the rail taken on the line 3-3 of Fig. 1;

Fig 4 is a side elevation of a portion of the rail showing the plungermechanism applied thereto; with shim in position;

Fig. 5 is a transverse section through the plunger mechanism; l-shirn inposition;

Fig. 5a illustrates a type of shim which may be used for adjusting theamplitude of plunger movement;

Fig. 6 is an enlarged transverse section taken through the lubricantreservoir and illustrating the shafting for driving the lubricant pumps;

Fig. 7 is a vertical longitudinal section through the plunger mechanism;shim omitted;

Fig. 'la is a diagram illustrating operation of the cam and roller ofthe plunger mechanism;

Fig. '8 is a horizontal transverse section taken on the line 8-8 of Fig.'7;

Fig. 9 is a vertical section through the clutches taken on the line 9 9of Fig. 1; and

Fig. 10 is a section taken on the line I0-I0 of Fig. 9 illustrating thecheck clutch.

In the following description and in the claims, various details will beidentified by speciiic names for convenience, but they are intended tobe as generic in their application as the art will permit.

Like reference characters denote like parts in the `several figures ofthe drawings.

`In the drawings accompanying and forming part of this specification,certain specific disclosure of the invention is made for purposes ofexplanation, but it will be understood that the details may be modifiedin various respects without departure from the broad aspect of theinvention. l

Referring now to the drawings, and more particularly to Figs. 1 to 3,the lubricator, according to the invention, comprises in general adelivery plate I6 securedto the side of a conventional T-rail I5 andforming therewith a series of aligned delivery slots I1 for deliveringlubricant to the anges of wheels 24. Secured to theother side of railI5` is plunger mechanism, indicated in general by I8, including aplunger 52 adapted to be depressed by the treads of wheels 24. Theplunger mechanism I8 operates through suitable clutch mechanism,explained more in detail hereybottom of the reservoir 2| inafter, todrive uni-directionally a flexible shaft I9 extending to a lubricanttank 2| set in the Aground alongside the track and lled with lubricant21, as indicated. The flexible shaft I9 drives a vertical shaft in thetank which in turn drives a series of gear pumps 22 located in the Threegear pumps 22 are shown for purposes of illustration although a lesseror greater number may be used. Each pump 22 delivers lubricant to itsindividual supply pipe 23., which passes through the tank wall to the'running rail I5 to deliver lubricant to the slots I1.

The rail I5 rests on suitable tie plates 26 and may be suitably cantedin accordance with conventional practice and the tie plates 26 rest onconventional ties 25, as shown in Fig. 2. The rail I5 and tie plates 26are suitably spiked to the ties by spikes (not shown).

The gear pumps 22, the distributing pipesl 23 and the delivery plate I6may have a construction similar to that shown in Heidenthal Patent No.2,185,810, dated January 2, 1940, the present linvention diiering fromthe Heidenthal patent mainly in providing different wheel operatedmechanism for driving the lubricant pumps.

Referring now also to Figs. 4, 5, 7 and 8, the plunger mechanism I8 willnow be described. This mechanism comprises a housing 28, which may be inthe form of a casting, comprising vertical end walls 29 and 35 andvertical transverse webs 32, 33 and 34, top wall 36, bottom Wall 31 andfront wall 40. The entire housing 28 is disposed against a backing plate3| which in turn is disposed against ller plate 30, all three membersbeing connected to the rail I5 by bolts 38 which pass therethrough. Theend walls 29 and 35 are suitably thickened where the bolts 38 passthrough and have recesses 39 for the bolt heads. The corners formed byend walls 29, 35 and top wall 36 are rounded as indicated in Fig. 7.

The vertical webs divide the housing 28 into a series of compartmentsincluding a plunger compartment 42 for a plunger 52 and a clutchcompartment 43 for drive clutch 68. This latter compartment is closed bya rear wall 4|. Plunger compartment 42 has an opening in its front wallclosed by removable plate 41. Plate 41 is secured to the housing by abolt 49 which holds it in position between lugs 50. Plunger compartment42 has a drain hole 44 at the bottom thereof extending through the frontface 40.

Clutch compartment 43 is closed by a check clutch housing 48 which isheld in position by bolts 5| which pass through the check clutch housing48 into plunger housing 28 (Figs. 4 and 8).

Plunger 52 has a rounded or beveled top 53, the surface of which may besuitably hardened to withstand the shock of engagement by wheel treadsof high speed trains. Plunger 52 slides .in vertical ways formed in sideWalls 33, 34 and front wall 40 of compartment 42, the backing plate 3|also acting as a guide for the plunger. Stiff coil spring 54 seats in arecess 56 in the bottom of the plunger and surrounds a boss 55 on thebottom wall 31 to urge plunger 52 upwardly. Upward movement of theplunger is limited by a lug 51 (see Fig. 5) on the plunger engaging ashoulder 58 formed by the top wall of the plunger compartment opening. Asuitable shim 59 may be interposed between lug 51 and shoulder 58 toadjust amplitude of plunger movement, as described hereinafter more indetail. Referring now also t0 Figs. 9 and 10, the drive lclutch 61applies torque to its outer and check clutch mechanisms will now bedescribed. The drive shaft 6| is journaled in an oilless bearing 62which is press t into check clutch housing 48. Shaft 6| supports thehexagons 63, 64 forming the inner races respectively of check clutch 61and drive clutch 68.

The hexagon 63 of check clutch 61 is secured to shaft 6I by taper pin69. The outer race 65 is press nt into hub 16 of housing 48 and isprevented from rotating therein by a race pin 15' press t into matchinghalf holes in race 65 and hub 16. A cap 18 having a conventional oilseal 19 is also press, t into the bore of hub 16.

The hexagon 64 of drive clutch 68 has a. hub secured to shaft 6I bytapered pin 86. Surroimding hexagon 64 is outer race 66 press ilt intothe hub 9| of housing arm 90. A race pin 84 is press fit into matchinghalf holes in race 66 and hub 9| to prevent relative rotation betweenrace and hub.

Suitable overrunning clutch rolls are provided between the inner andouter races of both clutches 61 and 68. These rolls, which areidentified by 'I4 in each clutch, act similarly but in opposite sense ineach clutch. The clutches have similar spring devices for urging theirrolls into Wedging engagement. These spring devices comprise pins 13 setin the hex faces about which are looped knuckles of leaf springs 12 asindicated particularly in Figs. 9 and 10. The rela.- tionship of rolls14 and springs 'I2 is the same in each clutch 61 and 68 but theuni-directional action of the two clutches is opposite since the outerrace 66 of drive clutch 68 applies torque to its hexagon 64 while thehexagon 63 of check race 65, as Will appear hereinafter.

The drive arm housing has the hub 9| provided with an oilless bearing 81which has a press t into the hub 9| for the purpose of journaling thehousing arm 90 on the shaft 6|. An oilless washer 93 is disposed betweenhub 9| and housing 48 and a conventional oil seal 94 is disposed betweenplate 93 and oilless bearing 81. A cap 92 which is press t into hub 9|closes the overclutch on the side opposite the bearing Referring now toFigs. 7 and 7a, the plunger 52 operates the housing arm 90 by roller andcam mechanism. A roller 95 is journaled on pin 96 which is fixed in afork 91 on the end of arm 90. Arm 90 projects through an opening in wall33 toward plunger compartment 42. Roller 95 engages a cam surface 98 onlug 99 secured to the plunger 52 and also an adjoining cam surface 88 onthe side wall of the plunger. A return spring |00 operates between anabutment |0| on arm 90 and a projection |02 secured to housing 48, thespring |00 having its end convolutions disposed around bosses on therespective members I 0I and |02.

It will be understood that the passage of trains on the running rail I5causes the plunger 52 to move vertically back and forth, being pusheddown by car wheels against the pressure of plunger spring 54. Thiscauses cam roller 95 to execute a follower movement on cam surfaces 98and 88, which oscillates drive arm 90 about shaft 6| Due to the driveclutch 68 overrunning in one direction, the reciprocating movement ofdrive arm 90 causes uni-directional movement of shaft 6|.

Shaft 6I drives lthe lubricant pumps in the reservoir through linkageindicated particularly in Figs. 1, 2 and 6. Shaft 6I has secured theretoa universal joint |05 forming part of the flexible shaft I9. The otherend of flexible shaft |9 has a universal joint I?x secured to shaft I|5journaled in the reservoir tank 2|. The universal joints and |06 aresecured to stud shafts |08 and |09 surrounding which is a sleeve |01.Sleeve |01 is flxedly connected to shaft |08 but slidably connected toshaft |09, a 'bolt I|0 passing through shaft |09 and slots III in sleeve|01.

The drive mechanism in the reservoir 2| comprises a bracket ||2 made upof an angle suitably welded to a sleeve ||4 having a ange I|3 bolted tothe adjacent vertical wall of the reservoir 2|. The bracket |I2 forms abearing for shaft ||5 and for vertical shaft 20, these shafts beingconnected by a set of bevel gears IIS.

Located at the bottom of the reservoir tank 2| is a base |I1 suitablyspaced from the bottom of the tank by spacers I8 and from the sides byanchors I|9 and |20. Bolted to base plate ||1 are one or more gear pumps22 of the type illustrated in the above-mentioned Heidenthal patent.These gear pumps 22 have their drive shafts in line and connected bysuitable coupling members |29.

Driving torque is obtained from vertical shaft 28 supported by aU-shaped bracket |23 having a bottom flange |24' suitably bolted to baseplate I I1, an upstanding web |25 and a top flange |25. Said top flange|26 journals vertical shaft 20. The pumps 22 are driven by shaft 20through a set of bevel gears |28 one of which is mounted on the driveshaft |22 of adjacent pump 22.

Operation As the trains pass over the running rail I5, the wheel treadsengage plunger 52 pressing it downwardly against plunger spring 54causing return spring |00 to urge roller 95 to follow cam surfaces 98and 88. The oscillation of drive arm 90 drives main shaft 6|unidirectionally through overrunning drive clutch 68. The check clutch61 being constructed to overrun oppositely from the drive clutch 68,prevents any retrograde movement of clutch shaft 6I. Uni-directionalmovement of clutch shaft 6| is communicated through flexible shaft I9,bevel gears IIB, vertical shaft 20, and bevel gears I 28 to the severalgear pumps 22 which deliver lubricant to the delivery plate.

In the form indicated, the overrunning clutches are set to drive thepumps 22 upon upward movement of the plunger 52, with clutch shaftmoving in the direction of arrow A, which is the preferred form.However, it will be understood that if desired, the direction ofoperation of both overrunning clutches may be reversed so that thereturn spring |00 will drive the pumps on the downward stroke of theplunger 52.

It will be understood that the effect of the cam and roller drive is toequalize increments of movement imparted to the pumps for the successivedepressions of the plunger, regardless of the condition of wear of thecar wheels. It will be understood that worn wheels cause false flangesindicated at |04 to be built up at the sides of the treads where theyengage the plunger 52 and that the plunger 52 will be depresseddifferent amounts depending upon the size ofthe false flange. Regardlessof the amount of depression of the plunger 52, the drive arm 90 willmove a constant amount because of the peculiar relationship of camsurfaces 98 and 88. The cam surface 98 causes movement of arm 90 but assoon as roller 95 engages cam surface 88, no further movement of arm 90can take place regardless of the amount of additional downward movementof plunger 52 (see Fig. 7a). The cam surface 98 might therefore becalled a fall and the cam surface 88 might be called a dwelL Upwardmovement of the plunger thus imparts motion to drive arm only whileroller is engaging fall 98.

It 'will be understood that the relationship of plunger to rail surfacewill be such that with a new wheel which imparts a vminimum downwardstroke to plunger 52. the plunger 52 will move downwardly far enough forthe roller 95 to engage dwell 89 and thus impart the same stroke todrive arm 90 as with a badly worn wheel.

Provision is also made for adjusting the lubricant feed by insertingdifferent size shims 59 between plunger lug 51 and shoulder 58. Maximumstroke of the plunger and thus maximum lubricant feed is obtained withno shims at all. The U-shaped shim 59 shown in Fig. 5a may be used foradjustment purposes for which several dierent sizes may be kept on hand.For example, three different size shims may be used all having the samelength of leg indicated by Y but varying in the thickness of baseindicated by X.

To decrease the lubricant feed, the adjusting plate 41 is removed andone of the shims 59 is inserted between plunger lug 51 and shoulder stop58 with the legs of the shim projecting downwardly on either side of theplunger lug 51, there being sufficient clearance provided at 8| for thispurpose. The size of shim (dimension X) determines the upper(undepressed) position of the plunger and the lowermost position on fall98 engaged by roller 95. Figure '1 illustrates such position of roller95 on fall 98 with shim omitted. When shims are used, roller 95 willhave correspondingly higher lowermost positions on fall 98 dependingupon shim dimension X.

Provision is also made to cut out lubricant feed entirely if for anyreason it is desired to do so. It is only necessary to insert the shim59 with its legs upwardly instead of downwardly, the legs engagingshoulder stop 58 and the base engaging the plunger lug 51. This holdsthe plunger 52 down far enough to be free of engagement of any falseflange, even on a badly Worn wheel.

Thus, a track lubricator is provided which reduces to a minimum the massof reciprocating parts since only the plunger and the drive arm andparts fixed thereto reciprocate. Movement of all other parts isuni-directional. This construction also minimizes difliculties due tolost motion and wear since any looseness between the individual parts ofthe flexible shaft or gears will cause no trouble on either of thesescores as any such looseness is permanently taken up by normaluni-directional movement. The check clutch helps maintain the taken-upcondition of the uni-directional rotating parts between clutch Shaft 6Iand the pumps since it does not permit any unwinding or loosening actionto take place between these parts-which ordinarily might take place whendrive force is removed, if no check clutch were present. Furthermore,the spring pressed roller friction type overrunning clutch can be madeto take hold substantially instantly without requiring any appreciableslipping movement to make the rolls wedge. Since all parts of theuni-directional drive linkage are maintained in taken up condition, theimpulses applied by the rst wheels of a train are available immediatelyto start the pumps rotating to deliver lubricant; and since all-pressure on the lubricant immediately ceases after the last impulse isimparted to the plunger,

75 after feed of the lubricant is also minimized.

casacca The parts are rugged in construction and the plunger mechanismis also compact. The plunger itself is a single piece with no separateor movable parts. The plunger mech-anism is effectively sealed againstdirt and discharges from the rolling stock, and the oilless bearings andoil seal make possible running the plunger mechanism for long periods oftime without lubricating after the overrunning clutches are initiallypacked in grease. The transmission between clutch shaft and pump may bemade with greater tolerances since reasonable looseness or slack in theuni-directional parts of the transmission is not troublesome. In fact, achain and sprocket -assemblymay be used in place of the vertical shaftand gears in the reservoir.

While certain novel features of the invention have been disclosedherein, and are pointed out in the annexed claims, it will be understoodthat various omissions, substitutions and changes may be made by thoseskilled in the art without departing from the spirit of the invention.

What is claimed is:

1. In a rail lubricator, a track structure having lubricant applyingdevices, a reservoir, pumping apparatus associated with said reservoir,a conduit connecting said pumping apparatus and said applying devices,operating mechanism comprising a housing secured to a running rail ofsaid track structure, said housing having a substantially verticalguideway, a plunger in said guideway, said plunger being engageable bywheels on said running rail, a spring urging said plunger upwardly,cooperating abutments on said housing and on said plunger to limit theupward movement of said plunger, a drive shaft journaled in saidhousing, overrunning frictionclutches on said drive shaft and disposedwithin said housing, one of said clutches comprising a check clutch andthe other a drive clutch, said drive clutch comprising an innerracemounted on said drive shaft and an outer race having an arm, cam andfollower devices interposed between said plunger and said arm to impartconstant amplitude impulses to said arm regardless of variable amplitudeimpulses applied to said plunger, said check clutch comprising an innerrace mounted on said shaft and an outer race aflixed to said housing,and rotatable linkage connecting said drive shaft and said pumpingapparatus.

2. In a. track lubricator, a track having a lubricant applying device, alubricant supply connected to said applying device, operating mechanismcomprising a support, a -plunger slidably mounted on saidlsupport andengageable by the treads of wheels running on said'track, a driven armjournaled on said support and operatively connected to said lubricantsupply for controlling the flow of lubricant to said applying device, acam portion on said plunger, said cam portion having an inclined uppersurface constituting a fall and a vertical surface constituting a dwell,a roller engaging said cam portion and mounted on said driven arm, saidfall effecting movement of said driven member with downward movement ofsaid plunger through a rst stage, and said dwell effecting no furthermovement of said driven member with further'downward movement of saidplunger beyond said ilrst stage.

3. In a track lubricator, a track having a lubricant applying device, alubricant supply connected to said applying device, operating mechanismcomprising a plunger engageable by the treads of wheels running on saidtrack. a driven apparatus associated with the m'ember operativelyconnected to said lubricant l supplyjor controlling the flow oflubricant to said applying device, a cam secured to said plunger, partof said cam constituting a fall and part of said cam `constituting adwell, a roller engaging said cam and mounted on said driven member,said fall eifecting movement of said driven member with downwardmovement of said plunger through a first stage, and said dwell effectingno further movement of said driven member with further downward movementof said plunger beyond said nrst stage.

4. In a rail lubricator, a track structure having lubricant applyingdevices, a reservoir, pumping reservoir, a conduit connecting saidpumping apparatus and applying devices, plunger mechanism connected tosaid track structure and comprising a housing having a plungercompartment with an opening in its front face, a removable cover platefor said opening, said plunger having a lug slidable in said opening andcooperating with the upper edge of said opening to limit the upwardtravel of the plunger, a spring operating between said plunger andbottom of the plunger compartment,

a U-shaped shim, said plunger lug having clearance on either sidewhereby to accommodate said shim", said shim being adapted to bepositioned with its base between said lug and upper edge and with itslegs disposed downwardly in said clearance space for the purpose ofadjusting the upper operative position of said plunger, said shim beingalso adapted to be inverted with its base against said lug and its legsagainst said upper edge to hold down the plunger out of operativeengagement with wheels running over said track structure, and anoverrunning clutch arrangement operated by said plunger for driving saidpumping apparatus.

-5. In a rail lubricator, a track structure having lubricant applyingdevices, a reservoir, pumping apparatus associated with the reservoir, aconduit connecting said pumping apparatus and applying devices, plungermechanism connected to said track structure and comprising a housinghaving a plunger compartment with an opening, said plunger having a lugslidable in said opening and cooperating with the upper edge of saidopening to limit the upward travel of the plunger, a spring operatingbetween said plunger and said plunger compartment, a U-shaped shim, saidplunger lug having clearance on either side whereby to accommodate saidshim, said shim being adapted to be positioned with its base betweensaid lug and upper edge and 'with its legs disposed downwardly in saidclearance spaace for the purpose of adjusting the upper operativeposition of said plunger, said shim being also adapted to be invertedwith its base against said lug and its legs against said upper edge tohold down the plunger out of operative engagement with wheels running onsaid rail, and means operated by said plunger for driving said pumpingapparatus.

6. In a rail lubncator, a track structure having lubricant applyingdevices and including a running rail, a reservoir, pumping apparatusassociated with said reservoir, a conduit connecting said pumpingapparatus and said applying devices, a plunger mechanism comprising amain housing secured to said rail, said housing having a plungercompartment and a clutch compartment, a plunger in said plungercompartment adapted to be engaged by wheels on said running rail, anauxiliary housing connected to said main housing to close said clutchcompartment, said auxiliary housing having a bearing, a clutch shaftjournaled in said bearing, a drive clutch in said main housing, a checkclutch in said auxiliary housing, said drive clutch comprising a Wedgecore afxed to said clutch shaft, an outer race surrounding said core, adrive arm engageable with said plunger and having a hub, said hub havinga bearing journaled on said shaft and having a bore alongside of saidbearing, said outer race being disposed within said bore, said auxiliaryhousing having a bore, said check clutch having an outer race disposedin said last-menl tioned bore, said check clutch having a wedge ing saidpumping apparatus and said applying devices, a plunger mechanismcomprising a mam housing secured to said rail, said housing having aplunger-compartment and a clutch compartment, a plunger in said plungercompartment adapted to be engaged by wheels on said running rail, anauxiliary housing connected to said main housing to close said clutchcompartment, said auxiliary housing having a bearing, a clutch shaftjournaled in said bearing, a drive clutch in said main housing, a checkclutch in said auxiliary housing, said drive clutch comprising a wedgecore affixed to said clutch shaft, an outer race surrounding said core,a drive arm associated with said plunger and having a hub, said hubhaving a bearing journaled on said clutch shaft and having first andsecond bores on either side of said bearing, said outer race beingdisposed within said first bore, a cap closing said rst bore, an oilseal within said second bore on thev opposite side of said drive clutchbearing from said cap, said auxiliary housing having a bore, said checkclutch having an outer race disposed in said last-mentioned bore, saidcheck clutch having a wedge core secured to said clutch shaft anddisposed within its outer race, a cap having an oil seal surroundingsaid clutch shaft and disposed in said auxiliary housing bore, androtatable linkage con necting said clutch shaft and said pumpingdevices.

8. In a rail and ange lubricator, a track structure having lubricantapplying devices, a reservoir, pumping devices for transferringlubricant from said reservoir to said applying devices, a

`plunger mounted on the track structure and depressible by car wheels, areturn spring holding said plunger in upper position, a drive shaftjournaled on the track structure, overrunning driving devices operatingbetween said plunger and said shaft, overrimning check devices operatingbetween said track structure and said shaft, the directional action ofsaid driving and check devices being so set that said return springdrives said pumping devices upon upward movement of said plunger. saidoverrunning drive devices comprisingI an inner raceway supported by saidshaft, an outer raceway, a set of irictional gripping members betweensaid raceways, a drive arm secured to said outer raceway, said plungerhaving an abutment under said arm,`a take-up spring acting between saidtrack structure and said arm to hold said arm in driving relation tosaid abutment, said overrunning check devices comprising a second innerraceway supported by said shaft, a second outer raceway supported bysaid track structure, a second set of frictional gripping membersbetween said second raceways, said frictional gripping members beingeffective to transmit torque between their respective race- Ways at aninfinite number of relative rotative positions of said raceways, wherebysaid drive arm transmits substantially its full driving movement to saidshaftat all amplitudes of arm movement, and said check devicessubstantially instantly check retrograde movement of said shaft at aninnte number of angular positions of said shaft, and rotatable linkageconnecting said pumping devices and said drive shaft.

9. In a rail and ange lubricator, a trackv structure having lubricantapplying devices, a reservoir, pumping devices for transferringlubricant from said reservoir lto said applying devices, a plungermounted on the track structure and depressible by car wheels, a returnspring holding said plunger in upper position, a drive shaft journled onthe track structure, overrunning driving devices operating between saidplunger and said shaft, overrunning check devices operating between saidtrack structure and said shaft, the directional action of said drivingand check devices being so set that said return spring drives saidpumping devices upon upward mavement of said plunger, said overrunningdrive devices comprising a rst clutch element movable with said shaft, asecond clutch element, frictional gripping means operating between saidclutch elements, a drive arm secured to said second clutch element, saidplunger having an abutment under said arm, a take-up spring actingbetween said track structure and said arm to hold said arm in drivingrelation tc said abutment, said overrunning check devices comprising afirst clutch element movable with said shaft, a second clutch elementsupported by said track structure, frictional gripping means operatingbetween said last-mentioned clutch elements, both said frictionalgripping means being effective to transmit torque between theirrespective clutch elements at an infinite number of relative rotativepositions of said clutch elements, whereby said drive arm transmitssubstantially its full driving movement to said shaft at all amplitudesof arm mov ement, and said check devices substantially instantly checkretrograde movement of said shaft at an infinite number of angularpositions of said shaft, and rotatable linkage connecting said pumpingdevices and said drive shaft.

ALBERT F. HUBER. OSCAR F. MAGNUS.

REFERENCES CITED l The following references are of record in the le ofthis patent:

UNITED STATES VPATENTS Number Name Date 1,132,130 Strobel Mar. 1c', 19151,141,733 Vogt June 1, 1915 2,098,791 Perazzoli Nov. 9, 1937 2,185,810Heidenthal Jan. 2, 1940 2,223,714 Bates et al. Dec. 3, 1940 2,296,365Moore et al. Sept. 22, 1942 2,349,259 Fuller May 23, 1944 2,398,935Heidenthal Apr. 23, 1946

